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This work investigated the impacts of COVID-19 on pedestrian behavior, answering two research questions using pedestrian push-button data from Utah traffic signals: How did push-button utilization change during the early pandemic, owing to concerns over disease spread through high-touch surfaces? How did the accuracy of pedestrian volume estimation models (developed pre-COVID based on push-button traffic signal data) change during the early pandemic? To answer these questions, we first recorded videos, counted pedestrians, and collected push-button data from traffic signal controllers at 11 intersections in Utah in 2019 and 2020. We then compared changes in push-button presses per pedestrian (to measure utilization), as well as model prediction errors (to measure accuracy), between the two years. Our first hypothesis of decreased push-button utilization was partially supported. The changes in utilization at most (seven) signals were not statistically significant; yet, the aggregate results (using 10 of 11 signals) saw a decrease from 2.1 to 1.5 presses per person. Our second hypothesis of no degradation of model accuracy was supported. There was no statistically significant change in accuracy when aggregating across nine signals, and the models were actually more accurate in 2020 for the other two signals. Overall, we concluded that COVID-19 did not significantly deter people from using push-buttons at most signals in Utah, and that the pedestrian volume estimation methods developed in 2019 probably do not need to be recalibrated to work for COVID conditions. This information may be useful for public health actions, signal operations, and pedestrian planning.
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Introduction: the United Nations recognizes traffic accidents as a serious public health problem all over the world, because they are accompanied by a high morbidity and mortality rate. Traffic causes the death of approximately 1.3 million people and the disability of millions more.Objective: to evaluate mortality from traffic accidents among motorcyclists, pedestrians and hospital costs that occurred in the city of São Paulo, Brazil, from 1999 to 2019.Methods: this is a retrospective time series study with official micro data, collected by place of occurrence among motorcycle drivers, pedestrians and hospital costs from 1999 to 2019, in the city of São Paulo, SP, Brazil.Results: in the city of São Paulo, from 1999 to 2019, there were 144,186 thousand deaths resulting from land transport accidents, projecting 5,293 thousand deaths specifically with motorcyclists. Proportional mortality from was higher in the mean age group of 29 years, predominantly in males, with emphasis on white race/skin color. The costs per death stand out for motorcyclists with an average of R$: 49,078.18, with regard to deaths by sex, male predominated in relation to female.Conclusion: there was a high death rate, both in motorcyclists and pedestrians, with the latter having a higher average. Thus, these findings provide relevant information on the magnitude of the public health problem to guide us on control strategies for these causes.
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OBJECTIVE: Traffic safety numbers in developing countries show a serious global problem that requires studies and actions to promote safety for the most vulnerable users, such as pedestrians, as a way of contributing to sustainable urban mobility. Therefore, this research proposes a hybrid method to identify contributing factors and critical points according to the profile of crashes involving pedestrians being run over by motor vehicles in small cities. METHODS: The proposed method uses multivariate data analysis, specifically Exploratory Factor Analysis (EFA) and Cluster Analysis (CA), combined with geospatial tools. The study scenario corresponds to pedestrian-vehicle collisions that occurred in the urban area of Cachoeira do Sul, a small city in Rio Grande do Sul, Brazil, recorded in police reports between 2015 and 2018. Additionally, Geographic Information Tools (GIS) were used to collect characteristics of the road environment. RESULTS: According to EFA, a set of attributes configured as contributing factors are discussed according to the components of the traffic system: user, road, vehicle, and environment. Subsequently, a CA was applied with the road-environmental factors, and three pedestrian-vehicle collision profiles were extracted, with clustering according to road segments with homogeneous characteristics. Moreover, a Kernel Density Estimate (KDE) was used to obtain heat maps of the pedestrian collisions profiles. The results allowed interventions to be proposed according to the contributing factors of each profile. CONCLUSIONS: The multivariate statistical analysis supported the discussion of the factors contributing to the occurrence of pedestrian-vehicle collisions in small cities in developing countries. The spatial visualization of the results showed urban corridors with a high risk for pedestrians and the identification of hotspots in the city. In addition, the study demonstrated that the hybrid method tested is an alternative for the government of cities with few resources to promote safety mobility.
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Pedestres , Acidentes de Trânsito , Cidades , Humanos , Veículos Automotores , Fatores de RiscoRESUMO
Introduction: traffic accidents are the third leading cause of death in the world. Vulnerable road users do not benefit from a high level of protection. As such, they face devastating consequences when involved in accidents. Objective: to analyze the incidence and mortality, and associated factors in traffic accidents among motorcyclists and pedestrians. Methods: rapid Systematic review of articles from the National Library of Medicine (PubMed), Virtual Health Library (VHL), and Web of Science databases using the descriptors Mortality, Accidents, traffic, Motorcyclists and Pedestrians. Inclusion criteria were: (1) studies involving pedestrians and motorcyclists; (2) the object of study is traffic accidents; (3) articles that studied mortality; and (4) articles published in the last ten years (2010-2019). Results: of the 206 articles found, 19 met the inclusion criteria. Factors such as increased sales of motorcycles, darkness on the roads, older pedestrians, lack of safety equipment for motorcyclists, and drug and alcohol intake contribute to the increase of the mortality rate of these individuals. Conclusion: mortality due to traffic accidents involving pedestrians and motorcyclists has increased during the analyzed period, especially among men.
Introdução: os acidentes de trânsito são a terceira causa de morte no mundo. Os usuários vulneráveis da estrada não têm um alto nível de proteção como outros tipos de vítimas. Portanto, esses indivíduos enfrentam consequências devastadoras quando envolvidos em acidentes. Objetivo: identificar a tendência da mortalidade, incidência e fatores associados aos acidentes de trânsito entre motociclistas e pedestres por meio de revisão sistemática da literatura. Método: trata-se de uma revisão sistemática das bases de indexação da National Library of Medicine (PubMed), Virtual Health Library (VHL) e Web of Science utilizando os descritores Mortality AND Accidents, Traffic AND Motorcycles AND Pedestrians. Para a seleção dos artigos, foram incluídos aqueles que obedeciam aos seguintes critérios: população que (1) inclui motociclistas e pedestres e (2) se envolveu em acidentes de trânsito; e artigos que (3) estudaram mortalidade, incidência e / ou fatores associados a acidentes de trânsito e (4) foram publicados nos últimos 10 anos.Resultados: dos 206 artigos encontrados, 19 preencheram os critérios de inclusão. Fatores como aumento da venda de motocicletas, escuridão das vias, pedestres mais velhos, falta de equipamentos de segurança para os motociclistas e ingestão de drogas e / ou álcool contribuem para o aumento da taxa de mortalidade e incidência desses indivíduos. Conclusão: a mortalidade por acidentes de trânsito com pedestres e motociclistas tem aumentado nos últimos anos, com alta prevalência de mortalidade entre os homens. A maioria dos acidentes foi devido a falhas humanas e / ou deficiências nas vias públicas.
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Resumen Objetivo: Describir los años potenciales de vida perdidos (APVP) y la distribución espacial de la mortalidad por incidente vial en peatones de Medellín durante el período 2015-2020. Métodos: Se realizó estudio descriptivo con fuente de información secundaria, se analizaron la totalidad de registros de peatones muertos en incidente vial. El cálculo de los APVP fue realizado por grupos quinquenales y eligiendo como edad límite la esperanza de vida al nacer de Colombia, estimada por el DANE para el período 2015-2020. Para conocer la distribución geográfica de las muertes se creó mapa de puntos y densidad de Kernel con clasificación estándar-cuantil. El análisis de proximidad se realizó por el método búfer de anillos múltiples, con distancias de 100, 200 y 300 metros. Resultados: En Medellín, durante los años 2015-2020, se registraron 696 muertes de peatones, 514(73,9%) hombres y 182 (26,1%) mujeres. Las comunas de mayor mortalidad fueron Candelaria con 217(31,2%) muertes y Castilla con 61(8,8%). Las lesiones más frecuentes fueron politraumatismos 401 (57,6%) y lesiones en cabeza 231 (33,2%). En total los peatones de la ciudad perdieron 14.553 APVP por incidente vial. Del total de incidentes fatales en peatones, 400 (57,5%) ocurrieron en un radio de distancia de 300 metros de un puente peatonal. Conclusión: Peatones hombres presentaron las tasas de APVP más altas del período, y son quienes más mueren en la vía. Lesiones en cabeza y cráneo son las más fatales, especialmente si son adultos mayores quienes las sufren. La pérdida de fuerza laboral y económica es alta para la ciudad, pero la social y familiar es incalculable.
Abstract Objective: To describe the Years of Potential Life Lost (YPLL), and the spatial distributions of mortality caused by road accidents in Medellin pedestrians between the periods of 2015-2020. Methods: A descriptive study with a secondary source of information was carried out, and all the records of pedestrians killed in road accidents were analyzed. The calculation of the YPLL was carried out by five-year age groups and the Life Expectancy at Birth of Colombia as the age limit estimated by DANE for the period 2015-2020 was chosen. To know the geographical distribution of the deaths, point maps, and kernel density estimation with a standard quantile classification were created. The proximity analysis was performed by the multiple ring buffer method, with distances of 100, 200 and 300 meters. Results: During the years 2015-2020, 696 pedestrian deaths were registered in Medellin, from which 514 (73.9%) were men and 182 (26.1%) were women. The neighborhoods with the highest mortality were Candelaria with a percentage of 31.2% (217 deaths), and Castilla with a percentage of 8.8% (61 deaths). The most frequent injuries were polytrauma with a total of 401 cases (57.6%), and head injuries in 231 cases (33.2%). In total, the city's pedestrians lost 14,553 YPLL due to road accidents. From the total number of fatal pedestrian accidents, 400 (57.5%) of them occurred within a 300-meter radius of a pedestrian bridge. Conclusion: Male pedestrians had the highest YPLL rates of the period, and they are the ones who die the most on the road. Head and skull injuries are the most fatal, especially if they are suffered by older adults. The loss of labor and economic power is high for the city, but the social and family loss is incalculable.
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This paper reports on the progress of a wearable assistive technology (AT) device designed to enhance the independent, safe, and efficient mobility of blind and visually impaired pedestrians in outdoor environments. Such device exploits the smartphone's positioning and computing capabilities to locate and guide users along urban settings. The necessary navigation instructions to reach a destination are encoded as vibrating patterns which are conveyed to the user via a foot-placed tactile interface. To determine the performance of the proposed AT device, two user experiments were conducted. The first one requested a group of 20 voluntary normally sighted subjects to recognize the feedback provided by the tactile-foot interface. The results showed recognition rates over 93%. The second experiment involved two blind voluntary subjects which were assisted to find target destinations along public urban pathways. Results show that the subjects successfully accomplished the task and suggest that blind and visually impaired pedestrians might find the AT device and its concept approach useful, friendly, fast to master, and easy to use.
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Pedestres , Tecnologia Assistiva , Pessoas com Deficiência Visual , Dispositivos Eletrônicos Vestíveis , Humanos , SmartphoneRESUMO
In the context of smart cities, there is a general benefit from monitoring close encounters among pedestrians. For instance, for the access control to office buildings, subway, commercial malls, etc., where a high amount of users may be present simultaneously, and keeping a strict record on each individual may be challenging. GPS tracking may not be available in many indoor cases; video surveillance may require expensive deployment (mainly due to the high-quality cameras and face recognition algorithms) and can be restrictive in case of low budget applications; RFID systems can be cumbersome and limited in the detection range. This information can later be used in many different scenarios. For instance, in case of earthquakes, fires, and accidents in general, the administration of the buildings can have a clear record of the people inside for victim searching activities. However, in the pandemic derived from the COVID-19 outbreak, a tracking that allows detecting of pedestrians in close range (a few meters) can be particularly useful to control the virus propagation. Hence, we propose a mobile clustering scheme where only a selected number of pedestrians (Cluster Heads) collect the information of the people around them (Cluster Members) in their trajectory inside the area of interest. Hence, a small number of transmissions are made to a control post, effectively limiting the collision probability and increasing the successful registration of people in close contact. Our proposal shows an increased success packet transmission probability and a reduced collision and idle slot probability, effectively improving the performance of the system compared to the case of direct transmissions from each node.
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Analisar o padrão do deslocamento ativo da Região Metropolitana Campinas, levando em conside-ração particularidades dos residentes e suas viagens. Utilizando as bases de dados obtidas através da Pesquisa Origem e Destino da Região Metropolitana de Campinas dos anos de 2003 e 2011, foram realizadas estatísticas descritivas e temporais a partir das características dos sujeitos, municípios e via-gens. Para identificarmos diferenças adotamos o intervalo de confiança de 95% (IC 95%). Utilizamos a regressão de Poisson para verificação da correlação entre características individuais e o desfecho ser ciclista ou caminhante, adotando o valor de p < 0,05. Todos os dados foram analisados levando-se em consideração os procedimentos de amostragem para que a amostra fosse representativa. Cons-tatou-se que a frequência de ciclistas e caminhantes e suas respectivas viagens caíram. Encontramos associação positiva para ciclista ser homem e classes econômicas mais baixas, para os caminhantes houve associação positiva ser mulher e crianças/adolescentes. Quanto ao tempo de viagem, notou-se aumento na mediana para os ciclistas e queda para os caminhantes. Não encontramos nenhuma via-gem de bicicleta que faça integração com outro modo de transporte. Quanto ao porte do município, observou-se uma queda em viagens de bicicleta tanto nos municípios pequenos, médios e grandes, e os residentes de Campinas apresentaram as menores frequências
This study analyzes the active commuting pattern of the Metropolitan Region of the City of Campinas, Brazil, by considering its commuters and their features. By using the database of Pesquisa Origem e Destino (a Brazilian instrument for transportation planning) of Campinas Metropolitan Region 2003-2011, we present descriptive and temporal statistics concerning the characteristics of the region's commuters, cities, and journeys. To assess those, we adopted a confidence interval of 95% (CI 95%). We used the Poisson regression to check the correlation between individual characteristics and outcomes of being a cyclist or a pedestrian, adopting the value of p < 0.05. We took into consideration the procedures for datum obtaining to present representative samples, verifying that the number of both cyclists and pedestrians has dropped. We found pos-itive associations regarding low-income males and being a cyclist; as well as females and children/teenagers and being pedestrians. The mean length of commuting time has increased for cycling journeys and decreased for pedestrian ones. We could not find a bicycle journey that integrates with another mean of transportation. Regarding the size of a city, we observed that the number of cycling journeys has dropped in small, medium, and large municipalities; Campinas presents the lowest index
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Ciclismo , Veículos Off-Road , CaminhadaRESUMO
Reducing the road traffic injuries burden is relevant to many sustainable development goals (SDG), in particular SDG3 - to establish good health and well-being. To describe the spatial-temporal trends and identify hotspot regions for fatal road traffic injuries, a Bayesian hierarchical Poisson model was used to analyze data on vulnerable road users (bicyclist, motorcyclist and pedestrians) in Brazil from 1999 to 2016. During the study period, mortality rates for bicyclists remained almost unchanged (0.6 per 100,000 people) but rose dramatically for motorcyclists (from 1.0 in 1999 to 6.0 per 100,000 people in 2016) and decreased for pedestrians (from 6.3 to 3.0 per 100,000 people). Spatial analyses accounting for socio-economic factors showed that the central and northeastern microregions of Brazil are hotspot areas for fatal injuries among motorcyclists while the southern areas are for pedestrians.
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Acidentes de Trânsito/mortalidade , Mortalidade/tendências , Análise Espaço-Temporal , Adolescente , Adulto , Idoso , Teorema de Bayes , Ciclismo , Brasil/epidemiologia , Criança , Pré-Escolar , Feminino , Humanos , Lactente , Masculino , Pessoa de Meia-Idade , Modelos Estatísticos , Motocicletas , Pedestres , Sistema de Registros , Classe Social , Ferimentos e Lesões , Adulto JovemRESUMO
Este estudo teve como objetivo caracterizar os atropelamentos de idosos nas vias públicas de Maringá (PR), no período de 2007 a 2017. Trata-se de um estudo de abordagem quantitativa do tipo transversal descritivo. Foram pesquisados dados de natureza secundária nos Relatórios de Atendimento do Socorrista - RAS, do 5º Grupamento de Bombeiros de Maringá. Das 4213 ocorrências de atropelamentos registradas, 21,78% (918 casos) envolveram idosos. Aplicando-se o teste para comparação de proporções entre os sexos, não foram identificadas evidências amostrais suficientes de diferença significativa entre ambos (p = 0,508). Em 53,81% o veículo caracterizava-se como automóvel. Verificou-se uma grande variação do número de ocorrências anuais ao longo do período avaliado. O mês de maio teve maior ocorrência (11,33%). Identificou-se uma grande quantidade de escoriações no membro superior esquerdo (33%). Verificou-se que 22,11% dos acidentes foram no centro da cidade. Conclui-se que prevalecem como vítimas de atropelamento no município de Maringá idosos jovens, sem diferenças significativas em relação ao sexo. Apesar de preocupante, o número de ocorrências de atropelamento vem se mantendo estável nos últimos anos e os automóveis são os principais veículos envolvidos.
Current essay characterizes the overrunning of elderly people on the streets of Maringá, Brazil, between 2007 and 2017, through a quality, descriptive and transversal research. Secondary data in the Attendance Reports of First-Aid Helpers from the Fire Brigade of Maringá were researched. There were 4213 hits, with 918 (21.78%) cases involving elderly people. Tests for comparing gender ratios failed to show evidences with significant difference (p=0.508). The car comprised 53.81 of vehicles involved, but there was a great numerical variation of yearly occurrences throughout the period, with May as peak (11.33%). Wounds in the left upper limbs (33%) were detected, whilst 22.11% of accidents occurred downtown. Results show prevalence of young elderly hit victims in Maringá without any significant gender differences. However, number of hit occurrences maintained stable during the last years, with the main involvement of cars.
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Humanos , Idoso , Idoso de 80 Anos ou mais , Envelhecimento , Acidentes de Trânsito , Pedestres , Promoção da SaúdeRESUMO
OBJECTIVE: Propose a pedestrian crosswalk safety rating (PCSR) for primary roads in Mexico City in order to rate crosswalk safety at intersections with a traffic light and then compare the PCSR with traffic accidents so as to empirically determine any association between the quality of the crosswalk and the traffic accident rate. METHODS: Identify criteria for the rating system through a state-of-the art review; weight the criteria to create a rating system through multicriterion analysis; design a stratified random sample of crosswalks (n = 490); and evaluate the data set. RESULTS: Through the PCSR, 91.3% of the crosswalks evaluated in Mexico City were found not to offer the conditions required to protect pedestrian safety; the "access" macro-criterion received the worst scores. The modelling shows that mixed land use and the length of the crosswalk are the most important variables in predicting traffic accidents. CONCLUSIONS: The analysis was relatively successful in showing the relationship between some variables (criteria) of the PCSR and traffic accidents. In many cases, this shows theoretical coherence; in others, research questions are raised.
OBJETIVO: Propor um índice de segurança de travessia de pedestres (ISTP) para as principais vias públicas na Cidade do México para classificar as travessias de pedestres semaforizadas e comparar o ISTP com os dados de trânsito para comprovar empiricamente se existe associação entre a qualidade dos locais de travessia e a taxa de acidentes. MÉTODOS: Foram identificados os critérios do índice com uma revisão do conhecimento atual e os critérios para gerar o ISTP foram ponderados com uso do método de análise de decisão multicritério e delineamento e avaliação de uma amostra aleatória estratificada de travessias de pedestres (n = 490). RESULTADOS: Com respeito à avaliação das travessias com o uso do ISTP, verificou-se que 91,3% das travessias avaliadas na Cidade do México não têm condições ideais para resguardar a segurança dos pedestres, com o macrocritério "acessibilidade" com a pior qualificação. Quanto à modelagem, observou-se que a mescla de usos do solo e a distância da travessia são as variáveis explicativas mais importantes para predizer a ocorrência de acidentes de trânsito. CONCLUSÕES: A análise demonstrou com relativo sucesso a relação entre algumas variáveis (critérios) que compõem o ISTP e acidentes de trânsito. Houve uma coerência teórica em muitos casos, porém em outros suscitou dúvidas a serem investigadas.
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Objective: The objective of this study was to identify pedestrian risk behaviors that result in traffic accidents and characterization of the accidents experienced by participants in this study to provide information for the generation of integral preventive strategies. Methods: The study was correlational, descriptive, and transversal and followed a quantitative approach divided into 2 stages. In the first stage, an observational study was performed to identify the manifested risk behaviors of pedestrians, which served as a basis for the construction and design of a questionnaire. In the second stage, the questionnaire was applied to a group of 1,536 participants. Pearson's correlation coefficient was applied to establish associations between gender and age with respect to risk behaviors. Results: The 3 behaviors that participants reported performing always or very often include using electronic gadgets (except mobile phones), not using a pedestrian crosswalk, and using a mobile phone. In addition, 18.5% were involved in at least one road accident as a pedestrian in the last 5 years. Of the total number of registered accidents, 21% resulted in pedestrian injuries, 48.3% of which were serious. These were due to external causes not related to human factors or unidentified (58.5%) and behavior factors as a whole (41.4%, 31.5% of which were caused by pedestrians). Pearson's correlation coefficient showed evidence of a correlation between age and risk behaviors. Conclusions: All subjects in this study performed several risky actions as pedestrians, at least occasionally, and at least one fifth had been involved in a road accident as a pedestrian. It is known that the surroundings can positively or negatively influence individuals' behaviors; therefore, once prevention measures are identified, it is possible to influence risk behaviors. Therefore, road safety education and the physical environment must be considered together, and efforts focused on optimum infrastructure also need to consider road safety education.
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Acidentes de Trânsito/estatística & dados numéricos , Pedestres/psicologia , Assunção de Riscos , Adolescente , Adulto , Telefone Celular/estatística & dados numéricos , Feminino , Humanos , Masculino , México/epidemiologia , Pessoa de Meia-Idade , Pedestres/estatística & dados numéricos , Inquéritos e Questionários , Ferimentos e Lesões/epidemiologiaRESUMO
Resumen Introducción: Los accidentes de tránsito se han convertido en un importante problema de salud pública debido a su alta morbimortalidad. La tendencia en lesiones y muerte por accidentes de tránsito se encuentra en niveles alarmantes en países como Colombia. Objetivo: Caracterizar epidemiológicamente las lesiones por accidentes de tránsito reportados en personas atendidas en una institución de salud en el municipio de Pereira entre 2014 y 2017. Materiales y métodos: Estudio descriptivo y transversal basado en fuentes secundarias según características sociodemográficas, epidemiológicas y clínicas de los accidentes de tránsito atendidos en una entidad de salud del municipio de Pereira, durante el período comprendido entre los años 2014 a 2017. Resultados: Se analizaron 460 casos en el periodo estudiado (64,1%) en hombres. El motociclista representó el 44,3% de las víctimas. El 64,3% sufrieron contusiones, seguido del 20,9% de fracturas, el 53% de las lesiones se presentaron en miembros superiores e inferiores. Conclusiones: Existió un incremento significativo de las lesiones ocasionadas por accidentes de tránsito, producidas por motociclistas y peatones, asociadas a la impericia del conductor y la distracción del peatón, el cual desencadenó en contusiones y fracturas y aumento de la carga de la enfermedad.
Abstract Introduction: Traffic accidents have become an important public health problem due to their high morbimortality. The trend in injury and death from road traffic accidents is at alarming levels in countries like Colombia. Objective: To characterize epidemiologically the injuries by traffic accidents reported in people who were served in a health institution in the municipality of Pereira from 2014 to 2017. Materials and methods: A descriptive and transversal study was made based on secondary sources according to sociodemographic, epidemiological and clinical characteristics of traffic accidents attended by a health entity in the municipality of Pereira from 2014 to 2017. Results: 460 cases were analyzed in the studied period, 64.1% in males. The motorcyclist represented 44.3% of the victims. 64.3% suffered bruises, followed by 20.9% of fractures. 53% of the lesions were presented in upper and lower limbs. Conclusions: There was a significant increase in injuries caused by traffic accidents caused by motorcyclists and pedestrians, associated with the driver's incompetence and the distraction of the pedestrian, which triggered in contusions, fractures and increased burden of disease.
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Acidentes de Trânsito , Ferimentos e Lesões , Saúde PúblicaRESUMO
RESUMEN Objetivo Proponer un índice de seguridad de cruces peatonales (ISCP) sobre vialidades primarias en Ciudad de México para calificar los cruceros peatonales semaforizados, y contrastar el ISCP con hechos de tránsito para probar, en forma empírica, si hay alguna asociación entre la calidad de los cruceros y la siniestralidad. Métodos Identificación de los criterios del índice mediante una revisión del estado del arte, ponderación de los criterios para generar el ISCP mediante el método de análisis multicriterio, diseño de una muestra aleatoria estratificada de cruces peatonales (n = 490) y su evaluación. Resultados Relativo a la evaluación de los cruceros mediante el ISCP, destaca que 91,3% de los cruces evaluados en Ciudad de México no cuentan con las condiciones óptimas para resguardar la seguridad de los peatones, con el macrocriterio "Accesibilidad" como el peor calificado. En lo referente al modelaje, resalta que tanto la mezcla de usos del suelo como la distancia de cruce son las variables explicativas más importantes para predecir hechos de tránsito. Conclusiones El análisis mostró con relativo éxito la relación entre algunas de las variables (criterios) que conforman el ISCP con los hechos de tránsito. En muchos casos, esto muestra coherencia teórica. En otros, abre preguntas de investigación.
ABSTRACT Objective Propose a pedestrian crosswalk safety rating (PCSR) for primary roads in Mexico City in order to rate crosswalk safety at intersections with a traffic light and then compare the PCSR with traffic accidents so as to empirically determine any association between the quality of the crosswalk and the traffic accident rate. Methods Identify criteria for the rating system through a state-of-the art review; weight the criteria to create a rating system through multicriterion analysis; design a stratified random sample of crosswalks (n = 490); and evaluate the data set. Results Through the PCSR, 91.3% of the crosswalks evaluated in Mexico City were found not to offer the conditions required to protect pedestrian safety; the "access" macro-criterion received the worst scores. The modelling shows that mixed land use and the length of the crosswalk are the most important variables in predicting traffic accidents. Conclusions The analysis was relatively successful in showing the relationship between some variables (criteria) of the PCSR and traffic accidents. In many cases, this shows theoretical coherence; in others, research questions are raised.
RESUMO Objetivo Propor um índice de segurança de travessia de pedestres (ISTP) para as principais vias públicas na Cidade do México para classificar as travessias de pedestres semaforizadas e comparar o ISTP com os dados de trânsito para comprovar empiricamente se existe associação entre a qualidade dos locais de travessia e a taxa de acidentes. Métodos Foram identificados os critérios do índice com uma revisão do conhecimento atual e os critérios para gerar o ISTP foram ponderados com uso do método de análise de decisão multicritério e delineamento e avaliação de uma amostra aleatória estratificada de travessias de pedestres (n = 490). Resultados Com respeito à avaliação das travessias com o uso do ISTP, verificou-se que 91,3% das travessias avaliadas na Cidade do México não têm condições ideais para resguardar a segurança dos pedestres, com o macrocritério "acessibilidade" com a pior qualificação. Quanto à modelagem, observou-se que a mescla de usos do solo e a distância da travessia são as variáveis explicativas mais importantes para predizer a ocorrência de acidentes de trânsito. Conclusões A análise demonstrou com relativo sucesso a relação entre algumas variáveis (critérios) que compõem o ISTP e acidentes de trânsito. Houve uma coerência teórica em muitos casos, porém em outros suscitou dúvidas a serem investigadas.
Assuntos
Acidentes/estatística & dados numéricos , Acidentes de Trânsito/prevenção & controle , Pedestres , MéxicoRESUMO
Objetivo: analisar a tendência do coeficiente de mortalidade dos acidentes de trânsito envolvendo pedestres, por sexo, faixa etária e macrorregião no Brasil, entre 1996 e 2015. Métodos: estudo ecológico de série temporal, com dados de mortalidade do Sistema de Informações sobre Mortalidade (SIM) do Ministério da Saúde; utilizaram-se regressões generalizadas lineares de Prais-Winstein para o cálculo da variação percentual anual. Resultados: óbitos de pedestres corresponderam a 26,5% das mortes por acidentes de trânsito; a mortalidade entre pedestres diminuiu 63,2% no país, com variação do coeficiente padronizado, de 8,9 para 3,3 para cada 100 mil habitantes, ressaltando-se que as regiões Norte e Nordeste apresentaram uma diminuição mais lenta em relação à média nacional; os atropelamentos são significativamente maiores entre homens e idosos. Conclusão: apesar de a mortalidade entre pedestres estar diminuindo em todas as regiões, os números atuais ainda representam uma grande parcela da mortalidade no trânsito.
Objetivo: analizar la tendencia de la tasa de mortalidad de los accidentes de tránsito involucrando peatones, por sexo, grupo de edad y macrorregión en Brasil, entre 1996 y 2015. Métodos: estudio ecológico de serie temporal, con datos de mortalidad del Sistema de Informaciones sobre Mortalidad (SIM) del Ministerio de Salud; se utilizaron regresiones generalizadas lineales de Prais-Winstein para el cálculo de la variación porcentual anual. Resultados: las muertes de peatones correspondieron al 26,5% de las muertes por accidentes de tránsito; la mortalidad entre peatones disminuyó un 63,2% en el país, con variación de la tasa estandarizada, de 8,9 para 3,3 por cada 100 mil habitantes, destacando que las regiones Norte y Nordeste presentaron una disminución más lenta en relación al promedio nacional; los atropellamientos son significativamente mayores entre hombres y ancianos. Conclusión: a pesar de que la mortalidad entre peatones está disminuyendo en todas las regiones, las cifras actuales todavía representan una gran parte de la mortalidad en el tránsito.
Objective: to analyze the mortality coefficient trend for road traffic accidents involving pedestrians in Brazil, by sex, age range and macro-region, between 1996 and 2015. Methods: this was an ecological time series study using data from the Ministry of Health's Mortality Information System (SIM); Prais-Winstein generalized linear regression was used to calculate annual percentage change. Results: pedestrian deaths corresponded to 26.5% of deaths due to road traffic accidents; mortality among pedestrians decreased 63.2% in the country as a whole, with the standardized coefficient varying between 8.9 to 3.3 per 100,000 inhabitants, although the decrease in the country's North and the Northeast regions was slower than the national average; being run over was significantly higher among men and the elderly. Conclusion: although mortality among pedestrians is decreasing in all regions of the country, current figures still account for a large part of road traffic mortality.
Assuntos
Humanos , Masculino , Feminino , Acidentes de Trânsito/mortalidade , Acidentes de Trânsito/tendências , Acidentes de Trânsito/estatística & dados numéricos , Atestado de Óbito , Pedestres , Brasil , Estudos de Séries Temporais , Mortalidade/tendências , Estudos EcológicosRESUMO
OBJECTIVE: Globally, more than 1.2 million people die from traffic accidents each year. In order to reduce the rate of traffic accidents and their subsequent social consequences in Sao Paulo, Brazil, the aim of this study was to characterize pedestrian victims of traffic accidents and occurrences. METHODS: This is a cross-sectional, quantitative, descriptive and retrospective epidemiological study of 2723 pedestrians injured in traffic accidents during 2016 in Sao Paulo. RESULTS: Of the total sample, 37.3% participants were female and 62.7% male; incidence was highest in the 10-19 year old age group (19.9%) and lower limb injuries were most frequent (28.6%). Of the cases attended in urgent health care units, 75.6% progressed to hospital discharge. Accidents were more frequent in the afternoon (44.6%), and most commonly involved cars (47.2%). CONCLUSIONS: This study showed the importance of making detailed records of traffic accidents to guide the government in intensive education efforts to develop a healthy society and respect for traffic regulations, to promote urban improvements involving signage and pavement, and to maintain pre-hospital and hospital care teams in strategic locations to minimize the time elapsed between the accident and care provided to the victim. Level of Evidence II; Retrospective study.
OBJETIVO: Mundialmente, mais de 1,2 milhão de pessoas morrem por ano vítimas de acidentes de trânsito. Visando a redução das taxas de acidentes de trânsito e suas consequências sociais em São Paulo, Brasil, o objetivo deste estudo foi caracterizar as vítimas de acidentes e ocorrências de trânsito. MÉTODOS: Este é um estudo epidemiológico transversal, quantitativo, descritivo e retrospectivo de 2.723 pedestres vítimas de acidentes de trânsito durante 2016 em São Paulo. RESULTADOS: Do total da amostra, 37,3% participantes eram mulheres e 62,7% homens; a incidência foi maior no grupo de 10 a 19 anos (19,9%) sendo as lesões de membros inferiores as mais frequentes (28,6%). Dos casos encaminhados às unidades de pronto atendimento, 75,6% evoluíram para alta hospitalar. Os acidentes foram mais frequentes no período da tarde (44,6%) e a maioria associada a automóveis (47,2%). CONCLUSÕES: O estudo mostrou a importância de realizar o registro detalhado de acidentes de trânsito para orientar os governantes para a educação intensiva da população visando o desenvolvimento de uma sociedade sadia e o respeito às leis de trânsito, promover melhorias urbanas quanto à sinalização e ao pavimento das vias e para manter equipes de atendimento pré-hospitalar e hospitalar em locais estratégicos para minimizar o intervalo de tempo entre o acidente e o atendimento das vítimas. Nível de Evidência II; Estudo retrospectivo.
RESUMO
ABSTRACT Objective: Globally, more than 1.2 million people die from traffic accidents each year. In order to reduce the rate of traffic accidents and their subsequent social consequences in Sao Paulo, Brazil, the aim of this study was to characterize pedestrian victims of traffic accidents and occurrences. Methods: This is a cross-sectional, quantitative, descriptive and retrospective epidemiological study of 2723 pedestrians injured in traffic accidents during 2016 in Sao Paulo. Results: Of the total sample, 37.3% participants were female and 62.7% male; incidence was highest in the 10-19 year old age group (19.9%) and lower limb injuries were most frequent (28.6%). Of the cases attended in urgent health care units, 75.6% progressed to hospital discharge. Accidents were more frequent in the afternoon (44.6%), and most commonly involved cars (47.2%). Conclusions: This study showed the importance of making detailed records of traffic accidents to guide the government in intensive education efforts to develop a healthy society and respect for traffic regulations, to promote urban improvements involving signage and pavement, and to maintain pre-hospital and hospital care teams in strategic locations to minimize the time elapsed between the accident and care provided to the victim. Level of Evidence II; Retrospective study.
RESUMO Objetivo: Mundialmente, mais de 1,2 milhão de pessoas morrem por ano vítimas de acidentes de trânsito. Visando a redução das taxas de acidentes de trânsito e suas consequências sociais em São Paulo, Brasil, o objetivo deste estudo foi caracterizar as vítimas de acidentes e ocorrências de trânsito. Métodos: Este é um estudo epidemiológico transversal, quantitativo, descritivo e retrospectivo de 2.723 pedestres vítimas de acidentes de trânsito durante 2016 em São Paulo. Resultados: Do total da amostra, 37,3% participantes eram mulheres e 62,7% homens; a incidência foi maior no grupo de 10 a 19 anos (19,9%) sendo as lesões de membros inferiores as mais frequentes (28,6%). Dos casos encaminhados às unidades de pronto atendimento, 75,6% evoluíram para alta hospitalar. Os acidentes foram mais frequentes no período da tarde (44,6%) e a maioria associada a automóveis (47,2%). Conclusões: O estudo mostrou a importância de realizar o registro detalhado de acidentes de trânsito para orientar os governantes para a educação intensiva da população visando o desenvolvimento de uma sociedade sadia e o respeito às leis de trânsito, promover melhorias urbanas quanto à sinalização e ao pavimento das vias e para manter equipes de atendimento pré-hospitalar e hospitalar em locais estratégicos para minimizar o intervalo de tempo entre o acidente e o atendimento das vítimas. Nível de Evidência II; Estudo retrospectivo.
RESUMO
Introducción: los peatones representan el 22% del total mundial de fallecimientos por colisiones viales. Constituyen la población más vulnerable del sistema vial. Objetivo: describir los tipos de errores humanos autorreferenciados por los peatones que circularon en el sistema vial de la ciudad de Bahía Blanca durante el período septiembre del 2014 a abril del 2015. Metodología: estudio descriptivo observacional de corte transversal. Muestra por conveniencia. Se confeccionó una encuesta estructurada en base al Driver Behaviour Questionnaire en la versión traducida al español. Se validó mediante el método Delphi. Se analizó con software stadístico SPSS. Resultados: el 46,5% refiere no mirar a ambos lados de la calle antes de cruzar. El 22,3% refiere no ver cuando está saliendo un auto de un garaje y debe frenar bruscamente. El 32,2% refiere cruzar la calle hablando por teléfono celular y no darse cuenta si viene un vehículo. El 89,2% refiere cruzar a la vereda de enfrente por la mitad de la calle. El 69,7% refiere cruzar la calle aunque el semáforo peatonal esté en rojo. Conclusiones: las conductas que se observan en el estudio demuestran la inobservancia de las normas por parte de los peatones. Muchas de dichas conductas son condiciones que podrían generar una colisión con lesiones graves. El foco de la intervención debería orientarse al control más estricto de los peatones cuando circulan por el sistema vial.(AU)
Abstract Introduction: pedestrians represent 22% of the global number of deaths due to car accidents. They are the most vulnerable population of the road system. Objective: to describe the kinds of human mistakes self-referred by pedestrians who circulate in the road system of the city of Bahía Blanca during the September 2014- April 2015 period of time. Methodology: observational descriptive, cross-sectional study. Convenience sample. A survey was prepared based on the “Driver Behavior Questionnaire” (Spanish versión). It was validated by the Delphi method and analysed with With SPSS predictive analytics software. Results: 46.5 % declare no to look both ways before crossing the street. 22.3% state they do not see when a car is coming out of a garage and obliges it to stop abruptly. 32.2% declare to cross the street while using the cellphone and not realizing whether a vehicle is approaching. 89.2% admit they cross in the middle of the street. 69.7% affirm they cross the street on a red light. Conclusions: behaviors observed in the study demonstrate failure to observe the norms by pedestrians. Many of the above mentioned behaviors could result in collisions and cause serious lesions. Interventions should focus on stricter controls to pedestrians when they circulate in the road system.(AU)
Resumo Introdução: os pedestres são 22% do total mundial de falecimentos por colisões viárias. É a população mais vulnerável do sistema viário. Objetivo: descrever os erros humanos auto-relatados pelos pedestres que circulam no sistema viário da cidade de Bahía Blanca durante o período setembro de 2014 - abril de 2015. Metodologia: estudo descritivo observacional transversal. Amostragem por conveniência. Um questionário estruturado foi elaborado baseado na versão em espanhol do “Driver Behaviour Questionnaire”. Foi validado utilizando o método Delphi e analisado usando o software estatístico SPSS. Resultados: 46,5 % afirma não olhar para os dois lados da rua antes de atravessar. 22,3% afirma não ver quando um auto sai de uma garagem e tem que frear bruscamente. 32,2% afirma atravessar a rua conversando pelo celular e não perceber a aproximação de um veículo. 89,2% afirma atravessar a rua na metade do quarteirão. 69,7% afirma atravessar a rua mesmo quando o semáforo para pedestres está vermelho. Conclusões: as condutas observadas no estudo mostram que os pedestres não respeitam as normas. Muitas dessas condutas podem causar colisões com lesões graves. A intervenção deveria focar-se em um controle mais rigoroso dos pedestres quando circulam pelo sistema viário.(AU)
RESUMO
Introducción: los peatones representan el 22% del total mundial de fallecimientos por colisiones viales. Constituyen la población más vulnerable del sistema vial. Objetivo: describir los tipos de errores humanos autorreferenciados por los peatones que circularon en el sistema vial de la ciudad de Bahía Blanca durante el período septiembre del 2014 a abril del 2015. Metodología: estudio descriptivo observacional de corte transversal. Muestra por conveniencia. Se confeccionó una encuesta estructurada en base al Driver Behaviour Questionnaire en la versión traducida al español. Se validó mediante el método Delphi. Se analizó con software stadístico SPSS. Resultados: el 46,5% refiere no mirar a ambos lados de la calle antes de cruzar. El 22,3% refiere no ver cuando está saliendo un auto de un garaje y debe frenar bruscamente. El 32,2% refiere cruzar la calle hablando por teléfono celular y no darse cuenta si viene un vehículo. El 89,2% refiere cruzar a la vereda de enfrente por la mitad de la calle. El 69,7% refiere cruzar la calle aunque el semáforo peatonal esté en rojo. Conclusiones: las conductas que se observan en el estudio demuestran la inobservancia de las normas por parte de los peatones. Muchas de dichas conductas son condiciones que podrían generar una colisión con lesiones graves. El foco de la intervención debería orientarse al control más estricto de los peatones cuando circulan por el sistema vial.
Abstract Introduction: pedestrians represent 22% of the global number of deaths due to car accidents. They are the most vulnerable population of the road system. Objective: to describe the kinds of human mistakes self-referred by pedestrians who circulate in the road system of the city of Bahía Blanca during the September 2014- April 2015 period of time. Methodology: observational descriptive, cross-sectional study. Convenience sample. A survey was prepared based on the “Driver Behavior Questionnaire” (Spanish versión). It was validated by the Delphi method and analysed with With SPSS predictive analytics software. Results: 46.5 % declare no to look both ways before crossing the street. 22.3% state they do not see when a car is coming out of a garage and obliges it to stop abruptly. 32.2% declare to cross the street while using the cellphone and not realizing whether a vehicle is approaching. 89.2% admit they cross in the middle of the street. 69.7% affirm they cross the street on a red light. Conclusions: behaviors observed in the study demonstrate failure to observe the norms by pedestrians. Many of the above mentioned behaviors could result in collisions and cause serious lesions. Interventions should focus on stricter controls to pedestrians when they circulate in the road system.
Resumo Introdução: os pedestres são 22% do total mundial de falecimentos por colisões viárias. É a população mais vulnerável do sistema viário. Objetivo: descrever os erros humanos auto-relatados pelos pedestres que circulam no sistema viário da cidade de Bahía Blanca durante o período setembro de 2014 - abril de 2015. Metodologia: estudo descritivo observacional transversal. Amostragem por conveniência. Um questionário estruturado foi elaborado baseado na versão em espanhol do “Driver Behaviour Questionnaire”. Foi validado utilizando o método Delphi e analisado usando o software estatístico SPSS. Resultados: 46,5 % afirma não olhar para os dois lados da rua antes de atravessar. 22,3% afirma não ver quando um auto sai de uma garagem e tem que frear bruscamente. 32,2% afirma atravessar a rua conversando pelo celular e não perceber a aproximação de um veículo. 89,2% afirma atravessar a rua na metade do quarteirão. 69,7% afirma atravessar a rua mesmo quando o semáforo para pedestres está vermelho. Conclusões: as condutas observadas no estudo mostram que os pedestres não respeitam as normas. Muitas dessas condutas podem causar colisões com lesões graves. A intervenção deveria focar-se em um controle mais rigoroso dos pedestres quando circulam pelo sistema viário.
Assuntos
Humanos , Acidentes de Trânsito/mortalidade , Acidentes de Trânsito/prevenção & controle , Comportamento Perigoso , PedestresRESUMO
Resumo O objetivo do artigo foi descrever o perfil epidemiológico de pedestres que sofreram lesões no trânsito, atendidos em unidades de urgência e emergência participantes do VIVA Inquérito de 2014 e a caracterização desses eventos e de suas consequências para essas vítimas. Trata-se de um estudo transversal realizado no período de setembro a novembro de 2014 em 24 capitais brasileiras e no Distrito Federal. Foram analisadas variáveis que caracterizam a vítima, o acidente e sua gravidade e a evolução do caso. Foram calculadas frequências simples e relativas. Realizou-se análise bivariada segundo sexo e faixa etária. Para verificar a independência entre as variáveis, empregou-se o teste de Rao-Scott, com um nível de significância de 5%. Os resultados mostram que 34,3% dos atendimentos foi de indivíduos na faixa etária de 20 a 39 anos, 54,2% de pessoas de cor parda, 35,9% de indivíduos com até 4 anos de escolaridade. Os atropelamentos ocorreram principalmente à noite (33,6%) e à tarde (31,3%). Em todos os grupos etários a maior parte dos casos evoluiu para a alta, mas 41,6% dos idosos (60 anos ou mais) necessitaram de internação hospitalar. Destaca-se a necessidade de investimentos públicos priorizando a circulação de pedestres no planejamento do trânsito e da infraestrutura das vias.
Abstract This paper aimed to describe the epidemiological profile of pedestrians injured in traffic accidents treated at urgent and emergency facilities participating in the 2014VIVA Survey and the characterization of these events and consequences for these victims. This is a cross-sectional study conducted in the period from September to November 2014 in 24 Brazilian state capitals and the Federal District. We analyzed variables that characterize the victim, the accident and its severity and case outcome. We calculated simple and relative frequencies and performed a bivariate analysis by gender and age group. We used the Rao-Scott test with a 5% significance level in order to verify the independence of variables. Results show that 34.3% of attendances were for individuals aged 20–39 years, 54.2% had brown skin and 35.9% of individuals had up to 4 years of schooling. Run-overs occurred mainly at night (33.6%) and in the afternoon (31.3%). Most cases resulted in discharge in all age groups, but 41.6% of the elderly (60 years and over) required hospitalization. We stress the need for public investment, prioritizing pedestrian circulation in traffic and road infrastructure planning.